Machine for detecting and patching defects in plywood veneer



' July 1, 1969 T. E. ROBERTS, JR. ET AL 3,452,789

MACHINE FOR DETECTING AND PATCHING DEFECTS lN PLYWOOD VENEER Filed May 1. 1967 Sheet of 1s PATCHER INVENTORS THOMAS E. ROBERTS, JR.

RONALD J. BILLETT M UW AT TORNE Y July 1, 1969 T. E. ROBERTS, JR.. ET AL 3, MACHINE-FOR DETECTING AND- PATCHING DEFECTS IN ILYWOOD- VENEER Filed May 1. 1967' Sheet 2 or 15 INVENTORS RONALD J. BILLETT BY ATTORNEY THOMAS E. ROBERTS, JR.

'r. E. ROBERTS, JR., E AL 3,452,789

MACHINE FOR DETECTING AND PATCHING DEFECTS IN PLYW OOD VENEER July 1, 1969 3 I of 15 Sheet Filed May 1, 1967 GP mm ATTORNEY y 1, 1969 T. E. ROBERTS, JR. ET AL 3,452,789

MACHlNE FOR DETECTING AND PATCHING DEFECTS IN PLYWOOD VENEER Sheet 4 of 15 Filed May 1, 1967 INVENTORS THOMAS E. ROB ERTS,JR. RONALD J. BILLETT AT TORNE Y y 1, 1969 T E, ROBERTS, JR. ET AL 3,452,789

MACHINE FOR DETECTING AND PATCHING DEFECTS IN PLYWOOD VENEER Sheet Filed May 1, 1967 INVENTORS THOMAS E. ROBERTS, JR. RONALD J. BILLETT WWW- ATTORNEY J y 9 T. E. ROBERTS, JR. E-T AL 8 MACHINE FOR DETECTING AND PATCHING DEFECTS IN PLYWOOD VENEER Filed May 1, 1967 Sheet 6 f F'IEL]? INVENTORS THOMAS E. ROBERTS, JR. RONALD, J. BILLETT ATTORNEY July 1, 1969 1-. E. ROBERTS JR..- ET AL 3,

MACHINE FOR DETECTING AND PATCHING DEFECTS IN PLYWOOD VENEER v7 of 15 Sheet Filed May 1, 1967 N3 0m I NML R E On. 0 RB T m EJ H mm W M dmm. mm. m9 mm W N 6. mm B Now N 65w Gm w wmom g i.. F, mEfim. :N wow 39 N Ame mm. 5 3.. @z m: 3: 3Q IV. NW N m r02 FON OON .nN NON mmN y 1, 1969 T. E. ROBERTS, JR. ET AL 3,452,789

MACHINE FOR DETECTING AND PATCHING DEFECTS IN PLYWOOD VENEER sheet 8 of15 Filed May 1, 1967 v INVENTORS THOMAS E. ROBERTS, JR. RONALD J. BILLETT ATTORNEY y 1, 1969 T. E. ROBERTS, JR, ET AL 3,452,789

MACHINE FOR DETECTING AND PATCHING DEFECTS TN PLYWOOD VENEER Sheet Filed May 1, 1967 INVENTORS THOMAS E. ROBERTS, JR. RONALD J. BILLETT ATTORNEY y 9 T,. E. ROBERTS, JR. ET AL 3,452,789

MACHINE FOR DETECTING AND PATCHING DEFECTS IN PLYWOOD VENEER Filed May 1, 1967 Sheet IQ of 15 ATTORNEY v 5 mwm NBL EOL ll V m m N WEJ. AL ONN WM h i I T www Y umxN wQR EN 9w 69w fmNN B M M F a ma QN 58 9M 35. 35 EN nma 5N1 n PON ih'ifl OmN FON

mn mifiul v r N TEN 5w y 1, 1969 T. E ROBERTS, JR. ET AL 3,452,789

MACHINE FOR DETECTING AND PATCHING DEFECTS IN PLYWOOI) VENEER Filed May 1,, 1967 Shet of 15 I94 I I91 INVENTORS THOMAS E. ROBERTS, JR.

IE 1 E I: RONALD .1. BILLETT I BY AT TORNE Y T. E. ROBERTS, JR. ET AL 3,452,789

July 1, 1969 MACHINE FOR DETECTING AND PATCHING DEFECTS IN PLYWOOD VENEER Sheet Filed May 1, 1967 4.00 1330 nm mo.

4-00 IOFDJO wwmm mm PMM INVENTORS THOMAS E. noaems, JR. RONALD J. BILLETT mom g Fe nwmm mom NOm 56% ATTORNEY United States Patent 3,452,789 MACHINE FOR DETECTING AND PATCHING DEFECTS IN PLYWOOD VENEER Thomas E. Roberts, Jr., Saratoga, and Ronald J. Billett,

Sunnyvale, Calif., assignors to FMC Corporation, San

Jose, Calif., a corporation of Delaware Filed May 1, 1967, Ser. No. 634,951 Int. Cl. B2711 /00 US. Cl. 1442 17 Claims ABSTRACT OF THE DISCLOSURE A machine automatically patches plywood veneer. The machine has a scanner and has a patcher spaced laterally from the scanner. A longitudinal carriage has mounted thereon a traverse carriage which has a clamp to grip the leading edge of the veneer. Travel of the longitudinal carriage, which moves a sheet of veneer under the scanner, stops when the scanner detects a defect. The traverse carriage then moves the veneer laterally and stops, in response to data from the scanner, when the defect is under the patcher. After the defect has been patched, the traverse carriage moves the sheet of veneer back under the scanner, and travel of the longitudinal carriage, and scanning of the veneer, resumes. After the scanning and patching of the sheet is complete, the sheet is returned for manual removal from the clamp, and replacement by an unprocessed sheet.

Cross reference to related applications The present application discloses a machine for automatically detecting and patching defects in plywood veneer. Certain features of the machine are also disclosed in one or more of the following copending applications, filed on even date herewith, and assigned to the same assignee as the present invention: (1) Ser. No. 635,220, filed May 1, 1967; (2) Ser. No. 635,238, filed May 1, 1967; (3) Ser. No. 635,113, filed May 1, 1967; (4) Ser. No. 635,239, filed May 1, 1967; and (5) Ser. No. 635,221, filed May 1, 1967.

Background of the invention The present invention relates to patching plywood veneer.

In the production of plywood, several layers of thin veneer are glued together to form a sheet of plywood. Usually, the veneer sheets have randomly placed defects therein. It is, of course, desirable that for certain grades of plywood at least the outer sheets of veneer be free of defects, and it is therefore customary to patch the veneer before making plywood therefrom. Heretofore, in patching plywood veneer, an operator has positioned a sheet to bring the defect thereof into a patching machine, or patcher, as shown, for example, in US. Patent 2,336,704. The patcher cuts out the defect and inserts a patch into the opening from which the defect was removed. There may be several defects in each sheet of plywood veneer, and each defect must be removed. Manually positioning each sheet to bring each defect on the sheet into the patcher is a slow and tiresome operation which adds significantly to the cost of plywood.

Summary of the invention In the present invention, a machine is provided which will automatically perform the previously repetitious and costly task of patching the plywood veneer. In brief, in the preferred embodiment of the invention, the plywood veneer is moved along a longitudinal path under a scanner which has rotating mirrors to scan across the veneer in successive passes. The scanning passes are longitudinally displaced by virtue of the longitudinal movement of the veneer. A light-sensitive detector adjacent the mirrors responds to the presence of a defect (which reflects light differently than a sound surface) to stop the longitudinal movement of the sheet. A counter begins to count pulses from an oscillator at a reference point on each scanning pass, and the counting is terminated at a second reference point if no defect is detected, or at a defect, if one is encountered during the scanning pass. Thus the quantity of pulses counted when a defect is detected defines the lateral position of the defect. The two reference points are defined by lamps which act on two other light-sensitive detectors.

A patcher is located in the same longitudinal position as the scanner but is spaced laterally therefrom. The veneer sheet, which is mounted on a carriage, is moved laterally an amount corresponding to the quantity of pulses to position the defect under the patcher. The patcher is then operated automatically to patch the defect, and the carriage returns the plywood veneer to a position under the scanner for resumption of the scanning, and longitudinal travel, of the veneer. The patching cycle is repeated for each defect detected by the scanner.

It is therefore one object of the present invention to provide a machine for automatically detecting and patching defects in plywood veneer. It is another object of the present invention to provide a machine automatically to detect and patch a plurality of defects successively in plywood veneer. It is still another object of the present invention to provide an automatic plywood patching machine which scans until a defect is detected, patches the defect, and begins scanning again where the previous scanning operation stopped.

Brief description of the drawings FIGURE 1 is a view in perspective of the machine of the present invention FIGURE 2 is a view taken on the line 2-2 of FIG- URE 1;

FIGURE 3 is a view taken on the line 33 of FIG- URE 2;

FIGURE 4 is a plan view of the machine of FIGURE 1 with the transverse carriage shown in the scan position;

FIGURE 5 is a schematic view of the power mechanism to drive the carriages (with some parts omitted for clarity);

FIGURE 6 is a schematic diagram of the clutch and brake mechanism for the drive motors;

FIGURE 7 is a view taken on the line 77 of FIG- URE 1;

FIGURE 8 is a view taken on the line 8-8 of FIG- URE 7;

FIGURE 9 is a view in perspective of the cams shown in FIGURES 7 and 8;

FIGURE 10 is a view taken on the line 10-10 of FIG- URE 4 but with the carriage between the scan and patch position;

FIGURE 11 is a view similar to the view of FIGURE 10 except that the traverse carriage is shOWn in the patch position;

FIGURE 12 is a view taken on the line 12-12 of FIGURE 10;

FIGURE 13 is a view taken on the line 13-13 of FIGURE 11;

FIGURE 14 is a view of a stop blade;

FIGURE 15 is a schematic view, in perspective, of parts of the lateral positioning mechanism (with some parts omtted for clarity);

FIGURE 16 is a somewhat schematic view of the selector bars and the mechanism for operation thereof;

FIGURE 17 is an enlarged view in perspective of part of the lateral positioning mechanism;

FIGURES 18A, 18B and 18C are views taken on the line 1818 of FIGURE 17, showing in dotted lines various positions of the stops;

FIGURE 19 is an electrical and pneumatic diagram of the patcher;

FIGURES 20A, 20B, 20C, 20D, 20E, 20F, 20G, 20H and 2OI are schematic diagrams illustrating the successive positions of a sheet of plywood veneer as the automatic plywood patching machine of the present invention goes through a cycle of operation; and

FIGURES 21 and 22 are electrical diagrams of the machine of FIGURE 1.

Description of the preferred embodiment There is shown in FIGURE 1 the automatic plywood veneer patching machine of the present invention. A stack 25 of unprocessed plywood veneer sheets (with defects indicated at 25a) and a stack 26 of patched plywood sheets (with patches indicated at 26a) are shown adjacent a table 27 at the front end of the machine. A scanner 28 is positioned over the path of a plywood sheet fed into the machine, and a patcher 29 is located beside the scanner. The machine has a frame 30 which extends behind the scanner and supports a sheet carrier, indicated g nerally at 31. The sheet carrier comprises a longitudinal carriage, or conveyor, 32 received on spaced apart, longitudinal, parallel ways 33 of frame 30, and a transverse, or lateral, carriage, or conveyor, 34 received on spaced apart, transverse, parallel ways 35 of longitudinal carriage 32. A clamp 36 (see FIGURE 12) mounted on transverse carriage 34 is adapted to grip the leading edge of a plywood veneer sheet 37 for longitudinal movement of the sheet along a longitudinal path (bounded by lines A and B) and for lateral movement of the sheet from said path to the patcher 29 whenever a defect in the sheet 37 is detected by the scanner 28. The frame 30 has a horizontal bed plate 38 mounted thereon which extends under the scanner to table 27. The bed plate 38 lies in the same plane as the top of table 27 and partially supports a sheet 37 gripped by clamp 36.

As shown in FIGURES 1, 2, and 4, the scanner 28 has a housing 40 in the lower end of which two parallel rows of lamps 41 are mounted. The bottom of the housing is open so that the light from lamps 41 is cast downwardly onto a sheet of veneer 37 which is moved by the sheet carrier under the scanner. The scanner as a mirror holder 42 of hexagonal cross-section which is mounted on a bracket 43 connected to the scanner housing 40. The mirror holder 42 is rotated clockwise (as viewed in FIG- URE 2) about a central axis C by electric motor 44 which is mounted on bracket 43. Six mirrors 45, mounted on the mirror holder 42, reflect light from the veneer sheet into a sensing member 46.

The sensing member 46 has a housing 47 in the upper end of which a lens 48 is mounted. The lens 48 focuses light from the veneer sheet onto a line on a masking plate 49 which is mounted in housing 47. The line on which the light focuses extends in the direction of plywood veneer travel (that is, longitudinally) and the masking plate has three apertures 50A, 50B, 50C on that longitudinal line. The light which passes through the center aperture 50B (designated as light path 513) strikes a photomultiplier tube 52B behind the masking plate and in line with aperture 50B. Two prisms 39a, 39b are secured to the rear of the masking plate over apertures 50A and 50C to direct the light (designated as light paths 51A and 51C, respectively) passing through those apertures to the photomultiplier tubes 52A and 52C, which are behind the masking plate but not in line with the apertures 50A and 50C.

With this arrangement, light from three small spots 53A, 53B, 53C (each, say inch in diameter) on the veneer sheet, as shown in FIGURE 4, is reflected at any given instant by one of the mirrors 45 through the three apertures to act, respectively, on the three light-sensitive detectors defined by the three photomultiplier tubes 52A, 52B and 52C. Since the three apertures on the masking plate 49 are spaced apart in the longitudinal direction (say, for example /3 inch between each aperture) th three spots seen at any instant by the photomultiplier tubes will be longitudinally spaced, say two inches apart. Since the electric motor 44 runs continuously during operation of the machine, the photomultiplier tubes sense successive spots laterally across the veneer sheet (from right to left as viewed in FIGURE 2). After one mirror has completed one lateral pass across the veneer sheet, the next mirror begins the next pass, so that on each rotation of the mirror holder, six lateral passes are made across the sheet. The veneer sheet will have moved longitudinally from the beginning of one pass to the beginning of the next pass (say, for example, a distance of 0.04 inch) so that successive lateral scans, or passes, will be longitudinally displaced, and therefore, the entire veneer sheet will be scanned. It should be noted that the scanning spot size is such that the lateral passes, although longitudinally displaced one from the other, overlap so that the entire surface of the sheet 37 (except the edges which cannot be patched) will be scanned for defects.

Two lamps 54 and 55 are mounted in the scanner housing 40. Lamp 54 is mounted in an imaginary line D extending between the axis C of rotation of the mirror holder 42 and the left edge of a sheet 37 (as viewed in FIGURE 2) passing under the scanner. Lamp 55 is mounted in an imaginary line E extending between the axis C of rotation of the mirror holder 42 and the right edge of a sheet 37 (as viewed in FIGURE 2) passing under the scanner. As shown best in FIGURE 4, lamp 55 is in light path 51A at the beginning of a lateral pass across the veneer sheet and lamp 54 is in light path 510 at the end of a lateral pass across the veneer sheet. Lamp 55 acts only on photomultiplier tube 52A and lamp 54 acts only on photomultiplier tube 52C. Lamp 55 acts as an indicator which establishes a fixed reference point at the beginning of each scanning pass and lamp 54 acts as an indicator which establishes a fixed reference point at the end of each scanning pass. Effective scanning occurs only between the boundaries E, D defined by the lamps 55, 54. It is only photomultiplier tube 52B which senses the condition of the veneer, which it does by responding to the different character of the light reflected from a defect to produce a signal.

As shown in FIGURE 1, the longitudinal carriage 32 has four flanged rollers 70 which ride on the tracks, or ways, 33. As shown best in FIGURE 5, one end of a chain 71 on each side of carriage 32 is connected to the rear of the carriage 32, and the other end of the chain is connected to the front of the carriage 32. Each of the two chains 71 is received over a sprocket 72 mounted on the rear of the frame 30 and over a sprocket 73 mounted on the front of the frame 30. Each sprocket 72 is connected by stub shaft 74 to sprocket 75 which receives a chain 76. A shaft 77, journaled in the frame 30, has two sprockets 78 secured thereon which receive, respectively, the chains 76. The shaft 77 also has two sprockets 79 secured thereon which are connected, respectively, by chains 80 to sprockets 81.

As shown best in FIGURE 6, one of the sprockets 81 is mounted on shaft 84 which extends through brake 85 to clutch 86. The brake and clutch have plates 87, 88, respectively, which are keyed to shaft 84 for rotation therewith. An electric motor 89, which may be designated a forward motor, is connected to the other clutch plate by shaft 91. When the electro-magnet 92 in clutch 86 is energized (and the electromagnet 93 in brake 85 deenergized) the clutch plates are drawn together and motor 89 is coupled to the longitudinal carriage 32 by the drive train defined by shaft 91, clutch 86, shaft 84, sprocket 81, chain 80, sprocket 79, shaft 77, sprocket 78, chain 76, sprocket 75, shaft 74, sprocket 72, and chain l 71. When the electro-magnet 93 in brake 85 is energized (and the electro-magnet 92 deenergized) the plate 87 is engaged with the stationary brake housing 94 to stop rotation of shaft 84, and hence stop the forward movement (indicated by arrow F in FIGURE 4) of longitudinal carriage 32.

The other sprocket 81 is mounted on shaft 95 which extends through brake 96 to clutch 97. The shaft 95 is coupled to electric motor 98, which may be designated a reverse motor, when electro-magnet 99 in clutch 97 is energized (and electro-magnet 100 in brake 96 is deenergized), to move the carriage 32 in the directional sense indicated in FIGURE 4 by arrow G. When electromagnet 100 in brake 96 is energized, and electro-magnet 99 in clutch 97 is deenergized, rotation of shaft 95 is stopped to stop carriage 32.

As shown in FIGURES 5 and 6, one of the stub shafts 74 has a pulley 101 which is connected by belt 102 to pulley 103. As shown in FIGURE 7, the pulley 103 is connected to a shaft 104 on which one plate of a clutch 105 is mounted. The other plate of clutch 105 is connected to shaft 106 which has two cams 107a and 107b mounted thereon (see FIGURE 9). As shown in FIG URE 8, cam 107a operates switch 108a and cam 107b operates switch 10812. The clutch 105, which may be designated a null clutch, is small with relatively little inertia, and when electro-magnet 109 thereof (see FIG- URE 6) is energized, the cams almost instantly begin to rotate in accordance with longitudinal movement of the longitudinal carriage 32. The shaft 106 rotates counterclockwise (as viewed in FIGURE 8) when engaged with the carriage 32 as that carriage moves forwardly and rotates clockwise when engaged with the carriage 32 as that carriage moves in a reverse direction. When shaft 106 rotates counterclockwise to rotate cam 107b counterclockwise from a null position (shown in FIGURE 8) where the switch arm SAb of switch 108b is spaced from the rise Rb on cam 107b, switch 108!) will be operated when the rise Rb reaches the switch arm SAb. When shaft 106 rotates clockwise to rotate cam 107a clockwise from a null position (shown in FIGURE 8) where the switch arm SAa of switch 108a is spaced from the rise Ra on the cam 107a, switch 108a will be operated when the rise Ra reaches the switch arm SAa. When the elect-ro-magnet 109 of the clutch is deenergized, the cams are disengaged from the carriage and remain at rest until the electro-magnet 109 of clutch 105 is again engaged.

As shown best in FIGURES 5 and 12, the transverse carriage 34 has flanged rollers 110 received on the transverse tracks, or ways, 35 of longitudinal carriage 32, and the carriage 34 is suspended from these rollers to extend under the carriage 32. A cylinder 111, which is mounted on longitudinal carriage 32, has a piston (not shown) received therein. The piston is connected to a connecting rod 112 which has a clevis 112a connected to a bracket 34a mounted on the transverse carriage 34. A source 113 of air under pressure is connected by line 114 to the inlet of a pressure regulating valve 115 having an outlet connected to line 116. The outlet pressure of valve 115 is adjustable by member 117, and the pressure at the outlet is set at a high value of, say, 80 p.s.i. Line 116 is connected to the inlet of a second pressure regulating valve 118 which has an outlet connected to line 119. The outlet pressure of valve 118 is adjustable by member 120, and the pressure at the outlet is set at a low value of, say, 40 p.s.i. A blocking valve 121 has an inlet connected to line 116 and an outlet connected to line 119. When the shiftable valve member 122 of valve 121 is in the position shown in FIGURE 5, air through the valve is blocked. When solenoid 123 of the valve 121 is energized to shift valve member 122 to the right (as viewed in FIGURE 5) air from line 116 passes through the valve 121 to line 119 to by-pass pressure regulating valve 118.

Line 119 is connected to the pressure port of valve 124. The valve 124 has two exhaust ports 125, 126 open to the amtosphere, and has two motor ports connected to motor lines 127, 128. Motor line 127 is connected to one end of cylinder 111 and motor line 128 is connected to the opposite end of cylinder 111. Valve 124 has a shiftable valve member 129 connected at one end to solenoid 130 and connected at the opposite end to solenoid 131. When solenoid 130 is energized (and solenoid 131 deenergized) to shift valve member 129 to the right (as viewed in FIGURE 5), air from line 119 passes through the valve 124 to line 127 to move the carriage to the left (as viewed in FIGURE 5). Air from the left end of the cylinder 111 is vented to the atmosphere through line 128, valve 124, and exhaust port 126. When solenoid 131 is energized (and solenoid 130' deenergized) to shift valve member 129 to the left (as viewed in FIGURE 5), air from line 119 passes through the valve 124 to line 128 to move the carriage to the right. Air from the right end of the cylinder is vented to the atmosphere through line 127, valve 124 and exhaust port 125.

The pressure in line 116 is maintained at 80 p.s.i. by valve 115. The pressure in line 119 is held at 40 psi. by valve 118, but only while valve 121 prevents communication between lines 116 and 119. When solenoid 123 is energized and valve 121 opens to connect line 116 to 119, the pressure in line 119 will rise to 80 psi A high pressure is initially applied to one end or the other of cylinder 111 to accelerate the carriage 34 rapidly. After the carriage has been accelerated, solenoid 123 is deenergized to drop the pressure to facilitate stopping the carriage. Thus, the carriage is moved in the minimum elapsed time from one position to another position.

As shown best in FIGURES 10, 1-1 and 12, the clamp 36, which grips the leading edge of a sheet 37 of plywood veneer, is suspended beneath the carriage 34. The clamp has a fixed jaw extending along one edge of the carriage, and a movable jaw 141 pivotal about an axis H. Two cylinders 142, mounted beneath the carriage 34, have pistons (not shown) which are connected by connecting rods 143 to the movable jaw. A source 144 of air under pressure is connected by pressure line 145 to the pressure port of pneumatic valve 146. Motor line 147 extends from the valve 146 to one end of both cylinders 142 and motor line 148 extends from the valve 146 to the other end of both cylinders 142. Movable valve member 149 is connected at one end to solenoid 150a and at the opposite end to solenoid 1501;. When solenoid 150a is energized to shift valve member 149 to the right (as viewed in FIGURE 12), air under pressure passes from the source 144 through valve 146 to line 147. This pressure advances the piston (and connecting rod 143) to swing the movable jaw closed. Air in front of the piston is expelled through line 148, valve 146, and out exhaust port 148a. When solenoid 15017 is energized to shift valve member 149 to the left (as viewed in FIGURE 12), air under pressure is introduced to line 148 to retract the piston (and connecting rod 143) to swing jaw 141 open. Air behind the piston is vented through line 147, valve 146, and discharge port 147a.

As shown best in FIGURES 10 and 11, two stops 151, 152 are mounted back to back on the upper surface of the transverse carriage 34. Stop 151 engages the plunger 153a of a shock absorber 153 when the carriage 34 is moved to the left (as viewed in FIGURES 10 and 11) from the patcher back to the scan path. The shock absorber 153 is mounted on the longitudinal carriage 32 and the plunger 153a thereof decelerates the carriage 34 when the carriage 34 is rapidly returned from the patcher to bring the carriage to a stop (when the plunger 153a is fully retracted as shown in FIGURE 10). With the carriage 34 in this position, a plywood sheet 37 gripped thereby will be in the scanning path between lines AB (FIGURE 1). The stop 151 has a hard rubber pad 151a secured thereon which is engaged by the disc 1530 on the plunger 153a of shock absorber 153. Stop 152 engages an abutment block 154a. of a shock absorber 154 which has flanges 155 on each side slidably received in guides 156. The guides 156 are secured on the carriage 34, and the shock absorber 154 is shiftable on the carriage with respect to the fixed guides 156 between a position to the left (as shown in FIGURE 11) with block 154a in engagement with stop 152, and a position to the right, as shown in FIGURE 10. Springs 157 on each side of the shock absorber are connected under tension between studs 158 on the carriage 34 and flanges 155 on the shock absorber to urge the shock absorber away from stop 152.

Stop 152, as shown in FIGURE 17, has a base 163 bolted to transverse carriage 34. The base has a cylindrical hard rubber block 164 mounted on plate 165 which is secured to base 163. Two cylinders 167, 168, which extend through openings 169 in carriage 34, are connected to the plate 165 by clips 166. The cylinders have pistons (not shown) which are secured to connecting rods (not shown). The connecting rods are secured to clips 171, 172 which have pins extending therefrom. A plate 173 has a hole and a slot, each surrounded by a skirt, which receive, respectively, the two pins of clips 171, 172. Heads 17 4, 175 secured, respectively, to the two pins, holds the plate 173 on the two pins, in abutting relationship with block 164. The plate 173 has secured thereon abutment blocks 176, 177 and 178 spaced around the edge of the plate.

The abutment block 1541; of shock absorber 154 lies in a horizontal axis 1. The plate 173, which is supported solely by the pins 171a, 172a on clips 171, 172, assumes a position in accordance with the operation of the cylinders 1 67, 168. A valve 181 has a pressure port connected by pressure line 182 to a source 183 of air under pressure. Two motor ports in the valve are connected, respectively, to motor lines 184, 185 which lead, respectively, to the bottom and top of cylinder 167. A solenoid 186 is connected to one end of a movable valve member 187 which is urged, when solenoid 186 is deenergized, to the left (as viewed in FIGURE 17) by spring 188. When the valve is to the left, as shown, air under pressure passes through the valve to motor line 185 and into the cylinder 167 above the piston (not shown) therein. Air beneath the piston is vented to the atmosphere through line 184, valve 181, and exhaust port 189. When solenoid 186 is energized and the valve member 187 is shifted to the right, air under pressure from line 182 passes through the valve to motor line 184, which is connected to cylinder 167 below the piston. Air from above the piston is vented to the atmosphere through line 185, valve 181, and exhaust port 190 thereof.

A valve 191, identical to valve 181, has a solenoid 192. When solenoid 192 is deenergized, air under pressure from pressure line 182 is directed through the valve to motor line 193, which is connected to cylinder 168 above the piston (not shown) therein. When solenoid 192 is energized, air under pressure from pressure line 182 is directed to motor line 194 which is connected to cylinder 168 below the piston therein.

The plate 173 can assume four different posit-ions, depending on the operation of valves 181, 191 and the resulting extension or retraction of the connecting rods extending from cylinders 167, 168. When neither solenoid is energized, and both pistons are therefore down, the plate 173 assumes the position shown in FIGURE 17 with the center of the .plate (indicated as 195) in axis I in line with the abutment block 154a of shock absorber 154. When solenoid 186 is energized, and solenoid 192 deenergized, the pin 171a is raised to shift the plate 173 (about the pin 172a of clip 172) to the position shown in dotted lines in FIGURE 18A. In this position, abutment block 178 is in axis 1. When solenoid 192 is energized, and solenoid 186 is deenergized, pin 172a is raised to shift the plate 173 (about the pin 171a of clip 171) to the position shown in dotted lines in FIGURE 18B. In this position, the block 176 is swung into axis I in line 8 with abutment block 154a of shock absorber 154. When both solenoids 186 and 192 are energized, both pins 171a, 172a are raised to raise plate 173 to the position shown in dotted line in FIGURE 18C. In this position, block 177 is in axis I in line with abutment block 154a.

A group of stop blades, indicated generally at 199, is mounted on the longitudinal carriage 32 to control the lateral position of carriage 34. The adjustable stop 152, and the 'gang of stops 199, define lateral positioning mechanism which operates in response to data from the scanner to stop the carriage 34 with the defect in the plywood sheet under the patcher. A pair of spaced arches 200, 201 (see FIGURE 1) are mounted on the longitudinal carriage 32 and have a transversely extending angle member 202 extending therebetween. A pair of spaced elongated guide tracks 203, 204, as shown best in FIGURE 12, are connected to carriage 32 and extend transversely below member 202. The guide tracks 203 and 204 receive a bumper 205 therein which is connected, as shown in FIGURES l0 and 11, to the front of the plunger 154b of shock absorber 154. The guide tracks 203 and 204 each have a plurality of vertical slots 206 (see FIGURES 10, 11 and 15) each of which receives a stop blade 207. Each blade 207, which is shown in FIG- URE 14, has depending legs with thicker feet 207a which define stops for engagement by shoulders 205a of bumper 205 when the blade shifts to an effective position. When the shoulders 205a of bumper 205 engage a particular stop as shown in FIGURE 11, the plunger 15412 retracts and decelerates the transverse carriage 34 on which shock absorber 154 is mounted. The carriage 34 will be stopped in a particular lateral position defined by the particular stop. There are a plurality of stops 207 (sixty four, for example) which normally are held in a raised position out of the path of bumper 205. Each blade, however, can be selectively lowered to define a stop for carriage 34 at a particular position, depending on the blade selected.

As shown best in FIGURE 13, a series of spaced vertical plates 210 are connected to longitudinal carriage 32. A plurality of selector bars 211 (designated 211a, 211b, 2110, 211d, 211s and 2111) are supported by the plates 210 and clips 212 secured to the plates. Cylinders 213 (designated 213a, 213b, 213e, 213d, 213e and 213 one for each selector bar (see FIGURE 16), are mounted between the plates 210. Each cylinder has a piston (not shown) which is connected to a connecting rod (214a, 214b, 2140, 214d, 214e and 214 Valves 215a, 215b, 2156, 215d, 215e, and 215] have solenoids 216a, 216b, 2160, 216d, 2162 and 216i, respectively. When solenoid 216a is deenergized, valve member 217a is urged to the left by spring 218a. Air under pressure from source 219 passes through pressure line 220 to the pressure port of the valve. Air under pressure passes through the valve to motor line 221, connected to a motor port of the valve. Line 221 is connected to one end of the cylinder 213a, on one side of the piston therein. Air behind the piston is vented through motor line 222, through the valve, to exhaust port 223. When solenoid 216a is energized and the valve member 217a is shifted to the right, air from pressure line 220 passes through the valve to line 222 to move the piston to the right (as viewed in FIGURE 16) and extend the connecting rod thereof. Air from in front of the piston is vented through line 221, valve 215a, and exhaust port 224 thereof.

For purposes of illustration, assume there are sixtyfour stop blades 207 each received in one opposing pair of vertical slots 206 in the guides 203 and 204. The vertical slots are equally spaced in the lateral direction (as shown in FIGURE 15) so the blades 207 are equally spaced in the lateral direction. All of the blades 207 are identical and each has a shoulder 2071; (see FIGURE 14). The blades are shiftable vertically, and when all the blades are in their upper positions, the shoulders 207b extend over the group of selector bars 211. The blades are raised to their upper position by a laterally extending bar 230 (FIGURE 13) which is secured, at each end, to a short tube 231. Each tube 231 is secured to a connecting rod 232 of a piston (not shown) slidably received in cylinder 233. A valve 234 has solenoids 235a and 235b which are connected to a shiftable valve member 236. When the solenoid 235a is energized and solenoid 235b deenergized, the valve member 236 is shifted to the right (as viewed in FIGURE 13). With valve member 236 to the right, air under pressure from a source 238 passes through pressure line 239 to the pressure port of the valve. The air under pressure passes through the valve to motor line 240 which is connected to the lower end of cylinder 233, below the piston therein. Air from above the piston is vented through motor line 241, through the valve, and out exhaust port 242. When the solenoid 235b is energized and solenoid 235a deenergized, the valve member 236 is shifted to the left and air from pressure line 239 passes through the valve to motor line 241. Air below the piston is vented through motor line 240, valve 234, and exhaust port 243. When the valve is operated to raise the piston and connecting rod 232, bar 230 engages shoulders 2070 on the blades to raise all the blades in unison.

Each selector bar 211a to 211) has sixty-four slots 250 positioned in accordance with a binary code to permit one stop only to be efiective in any position of the six selector bars. It will be noted from FIGURE 16 that each selector bar assumes one of two possible positions, depending on whether the solenoid 216a to 216f of the valve 215:: to 215 controlling the selector bar cylinder 213a to 213f is energized or deenergized. The slots of each bar are positioned so that thirty two of the slots are aligned with the blades 207 and thirty two are displaced from the stop blades 207 in one position of the bar. When the bar is shifted to the other position, the thirty two slots which were aligned with the blades are displaced therefrom and the thirty two slots which were displaced from the blades are aligned with the blades. When a slot in a selector bar is aligned with a stop blade, that bar will permit that blade to drop through that particular bar; when a slot in a bar is displaced from a blade, the shoulder 20712 of the blade will engage the bar and prevent the blade from dropping beyond that bar. Any blade which is blocked by any bar, will not fall into the path of bumper 205. A blade which is aligned with slots in all the bars will fall into the path of bumper 205 to define the stopping position of lateral carriage 34.

When all the bars are in, say, the left hand position (as viewed in FIGURE 16) as are bars 211a, 2110, 211d, 211e and 211], one of the bars 211a will have the first thirty-two slots 250 (considered from left to right) aligned with the blades 207 and the last thirty-two slots displaced from the blades. Another bar, 2110, will have the first sixteen slots aligned with the blades, the next sixteen slots displaced from the blades, the next sixteen slots aligned with the blades, and the last sixteen slots displaced from the blades. One bar, 211d, will have the first eight slots aligned with the blades, the secon eight slots displaced from the blades, with alternate sets of eight slots aligned with and displaced from the blades. One bar, 2111) (which is shown in the extreme right hand position) will, when in the left hand position, have the first four slots aligned with the blades, the second four slots displaced from the blades, and alternate sets of four slots aligned with and displaced from the blades. Another bar, 211 will have the first two slots aligned with the blades, the next two slots displaced from the blades, and alternate sets of two slots aligned with and displaced from the blades. One bar, 211e, will have the first, third, fifth and every other slot aligned with the blade and will have the second, fourth, sixth, and all alternate slots displaced from the blades.

With this binary codedarrangement of slots 250 on the six selector bars 211a to 211 there are sixty-four different possible arrangements of the six selector bars, and each arrangement will result in alignment of all the slots at one blade only to permit one, and only one, of the sixtyfour blades 207 to drop into the path of the bumper 205. Since each of the blades occupies a different lateral position on the longitudinal carriage 32, each blade will stop the carriage 34 (on which the shock absorber 154 is mounted) in a different lateral position.

The final lateral position of the lateral carriage 34, however, does not depend only on which stop blade 207 is dropped. A finer adjustment of final lateral position of the carriage is possible. It will be noted from FIGURE 10 that the shock absorber 154, which is shiftable on carriage 34, is normally held to the right by spring 157 when lateral carriage 34 moves to the right to the desired patch position, until the bumper 205 engages the selected blade 207. The carriage 34 does not stop at this instant but continues to the right while shock absorber 154 remains stationary. When the selected abutment surface (195, 175, 177, 178) mounted on stop 152 (FIGURE 17) engages the stop block 154a on shock absorber 154, the carriage 34 will come to rest. Thus, the final position of carriage 34 depends both on the selection of a stop of particular length on stop 152 and the selection of a particular stop 207 in a particular lateral position.

The patcher 29 is a conventional machine of the type shown, for example, in US. Patent 2,336,704 issued to P. F. Skoog on Dec. 14, 1943. As described in that patent, the machine is operable automatically to cut a defect out of a sheet of plywood veneer, cut a patch from a patch blank to fit the opening from which the defect was cut, and insert the patch in the opening. The machine has a clamping shoe which is actuated by the introduction of air under pressure into a chamber to clamp down on the plywood veneer sheet and hold the veneer sheet over a fixed die. A knife, which is actuated by a pneumatically actuated diaphragm, descends inside the clamping shoe to cut the defect out of the plywood veneer. A pressure foot, which is actuated by the introduction of air under pressure into a cylinder, forces the cut out defect out of the veneer sheet. A patch blank is shifted into registration with the die by a carrier bar which is moved in one direction or the other by the introduction of air to one end or the other of a cylinder. A ram, which is actuated by a pneumatically operated diaphragm, is raised to force the patch blank through the die, thereby trimming the blank to size. The ram inserts the trimmed blank into the opening in the veneer sheet from which the defect was removed.

As shown in FIGURE 19, the patching machine 29 has a controller 259 comprising a motor 260 connected to a speed reducer 261. The reducer 261 has a shaft 262 on which cams 263, 264-, 265, 266, 267, 268 and 269 are mounted. The shaft 262 rotates one revolution during one cycle of the patcher to repair a defect.

The lines L1 and L2 are connected to opposite sides of a source of energy 270. A relay lCR is connected across the lines L1, L2 in series with normally open contacts 4CR1 of relay 4CR (FIGURE 22) and normally closed contacts 2CR1 of relay 20R. Relay 1CR is sealed in around contacts 4CR1 by normally open contacts 1CR1. A realy 3CR is connected across lines L1, L2 in series with normally open limit switch contact 2LS1 of limit switch 2LS and normally open contacts 1CR2 of relay lCR. Normally open contacts 3CR1 of relay 3CR are connected around contacts 2LS1 to seal in relay 3CR. The relay ZCR is connected acrosss lines L1, L2 in series with normally open limit switch contacts 3LS1 of limit switch 3LS, normally open contacts 3CR2 of relay 3CR, and normally open contacts 1CR3 of relay ICR. The motor 260 is connected across lines L1, L2 in series with normally open contacts 1CR4 of relay 1CR.

Limit switch 11LS is mounted on the base 163 of stop 152. Plate 173 has mounted thereon a bracket 255 with a depending lip normally in closely spaced relation to the plunger of limit switch 11LS in any vertical position of plate 173. When the transverse carriage 34 is stopped in the patch position by one of the stops 207, the rubber 

